Kraft-bigging



3 SHEETS-SHEET l.

Patented Aug. 26, 1919.

O www? C. W. SHERMAN.

DRAFT RIGGING.

APPLlcMloN FILED Aua.21.1914.

C. W. SHERMAN.

DRAFT RIGGING.

APPLlcAhoN man Auazl. |914.

wm M mv///////////////////////.\ wm f@ C` W. SHERMAN.

DRAFT RIGGING.

APvLlcAnoN FILED AUG.2|.1914.

1,314,369. Pmummug.26,1919.

3 SHEETS-SHEET 3.

Gwwmmo 5 64 M *VW www am;

Ime/whom CLIFTON W. SHERMAN, OF BUFFALO, NEW YORK.

DRAFT-RIGGING.

Specication of Letters Patent.

Patented Aug. 26. 1919.

Application filed August 21, 1914. Serial No. 857,859.

To all whom it may concern:

Be it known that I, CLIFroN W. SHERMAN, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented new and useful Improvements in Draft-Rigging, of which the following is a specification.

This invention relates to a draft rigging for railway cars and more particularly to devices of this character in which the cushioning effect for taking up the blow or strain during bufling or pulling of the car is taken up by springs.

One of the objects of this invention is to provide a follower for a draft rigging of this character which is so constructed that it better resists the strains which tend to bend the same and which is provided with means preferably formed integrally therewith which serve to limit the extent of travel of the follower so as to distribute the strain more uniformly throughout the draft rigging, retain the cushioning springs in their proper place and also limit the tension under which the springs may be placed during builing or pulling.

Another object of this invention is to so construct the followers that the bearing area of the same is increased and to so construct the yoke that it assists to a greater extent in taking part of the buftlng strains or shocks in connection with the cheek plates on the sills of the car.

A further object of this invention is to provide means for using this draft rigging either with a coupler having a slotted shank or a coupler in which the shank is unslotted and avoiding the use of any rivets for holding the coupler in position.

A still further o'bject of this invention is to increase the effective bearing area on the cheek plates, in the most approved organization of this draft rigging, without slotting the sills of the car.

This invention has the further object to improve the draft rigging in various details of construction as will appear more clearly farther on.

In the accompanying drawings:

Figure 1 is a horizontal longitudinal section of a draft rigging associated with the shank of a car coupler and the draft sills of a car and embodying my improvements. Fig. 2 is a vertical longitudinal section taken centrally through the same. Figs. 3 and 4: are vertical transverse sections taken in the correspondingly numbered lines in Fig. 2. Fig.5 is a detached elevation of one of the cheek plates. Fig. 6 is a fragmentary vertical longitudinal section taken in line 6-6, Fig. 7 and showin the means for connecting the shank of ne car coupler with the yoke straps when this shank is not provided with a key slot. Fig. 7 is a fragmentary horizontal section taken in line 7--7, Fig.- 6. Fig. 8 is a detached perspective view of one of the coupling or retaining bars or keys which are employed for connecting the yoke straps with a car coupler having an unslotted shank. Fig. 9 is a fragmentary perspective view of the connecting bar whereby the rear end of the cheek plates are connected and the rear ends of the yoke straps are slidingly supported.

Similar characters of reference indicate corresponding parts throughout the several views.

1, l represents the two longitudinal draft sills of the bar body which are preferably constructed of channel irons having their flanges turned outwardly in the usual well known manner. The upper ends or edges of these draft sills may be connected by a tie plate 2, as shown in Figs. 2, 3 and 4, for the purpose of holding them rigidly in their proper spaced relation although this may be accomplished in any other suitable manner, if desired.

3 represents the shank of a car coupler which is arranged with its rear end between the front parts of the car sills and provided von its upper and lower sides with forwardlyfacing shoulders 4, 5 for use in connecting the same with the yoke-straps 6, 6 of the draft rigging without passing a key through the shank and which 1s also provided in its rear part with a slot or opening 7 extending horizontally and transversely through the same, so as to permit of connecting the c oupler shank with the yoke-straps by passlng a key 8 through the slot 7, if this should be preferred by some car builders or railroad officials.

In the space vbetween the sills in rear of the couler shank are arranged front and rear fol owers 9, 10, the front follower no'rmally engaging its front side with the rear end of the coupler shank while the rear follower is arranged in 4rear of the front followerand is separated therefrom by an 1ntervening space. The front follower 1s provided on its horizontally opposite sides wlth laterally projecting guiding and supporting arms 11 and on its rear side with a rearwardly projectingstop or spacing block 12, said arms and spacing block being arranged i 4 midway between'the up er and lower ends of the front followers. he rear follower is provided on its horizontally opposite sides with laterally projecting guiding and supporting arms 13 and on its front side wlth a forwardly projecting spacing orstop block 1 4, the guidin arms andstop block of thev rearjfollower eing also arranged midway between the upper and lower ends of this follower.' Each of the followers is preferably forrned integrally with its companion stop block and guide arms and these lelements are referably. constructed of cast steel' and sultably cored or hollowed out so as ,tov render the same very strong and durable andnot liable to bend under any strains" to which they are subjected and still not em. ploy an undue amount, of metal in the construction of the same.

15, 16 represent the inner and outer sections of an uppxer spring which is interposed between t e opposing upper parts of the ,followers and 17, 18 the inner and outer sections "of a lower spring which is arranged between the .lower parts of the opposing sides of the front and rear followers. The

Vopposing parts of the outer sections of the upper and lower springs engage with concave seats 19 formed on the upper and lower sides of the stop blocks, so as to conform to the curvatureof these spring sections, and the opposite ends of the coils of the inner spring sections surround centeringlor 'ch retaining bosses, ferrulesv or lugs 20 w are formed on the opposingv sides of the followers, and thereby serve to confine the sprlngs between the followers and prevent lateral as well asvertical displacement thereof. These bosses are preferably made hollow, as shown at 21 in Figs. 2, 3, and 4, so as to permit of passing tie bolts throu h the openings of these bosses and central y through the two sets of springs, as shown*` by dotted lines 22`in Fig. 2, and drawing the two followers together by engaging the heads and nuts of the bolts with the outer sides of the followers for the purpose of 4temporarily connecting the followers and fplaclng the springs under .an initial strain while assembling the partsof the draft rigging. After the draft rigging is assembled, the bolts 22 connecting the followers are removed from the lbosses thereof.

The two yoke-straps 6, 6 are preferably "constructed of cast' steel and arranged lengthwise on opposite sidesof the coupler shank and the followers and springs and each strap is provided'in its front part with l a longitudinal slot 23 adapted to receive the separated by an intervening space from the rear ends of these slots, and at this time the front sides of the Yguide arms of the front follower engage with the front ends of the rear slots of the yoke-straps and the rear sides of the arms of the rear follower engage with the rear ends of the rear slots in the yoke-straps, as shown in Fig. 1.

The upper and lower' parts of'the followers are somewhat narrower than the diameter of the large sections of the springs,

so that the latter project horizontally or laterally beyond the lateral edges of the followers above and below the guiding or supv' orting arms thereof, as shown in Fig. 3.

he yoke-straps are arranged close to the' horizontally opposite sidesjof the upper and lower springs and the upper and lower ends of the followers. The 4inner sides of the yoke-straps are vprovided with inwardlyprojecting swells or enlargements 25 which taper inwardly,'each swell on one strap extending inwardly beyond a vertical line drawn from theperiphery of one 'of the outer spring sections to thev other, so that these swells are arranged in the spaces between the marginal parts of thesev springs and the latter overlap the swell of each yoke-strap. By this means the available space between the upper and lower springs i is utilized for accommodating an increase 1n the cross sectional area of the yoke-straps,

whereby the latter are able to resist a much greater strain while the draft rigging 1s subjected to a pulling or buing actlon. At

its rear end each of the yoke-straps is vided with an inwardly projecting and a forwardly-facing abutment 26 the face of whlch 1s transversely in line with the rear end of the companion rear slot in the yokestrap and engages with the rear side of the rear follower, so as to increase the bearing area of the strap against the rear fo\1lower and more e'ectually resist the bung` and pullmg strains to which the same is sub- Jected The inner sides of the webs of the draft sills are provided with cheek plates which are preferably constructed of cast steel andif serve, inthe most approved construction of* my invention, as the sole support forthe draft rigging without necessitating the for.- mation of any slots in the sills so that they are more efficient in resisting the strains-to yhaving a y When the ront slots 31 are employed 1n ther which they are subjected, although these cheek plates may be slotted to somel extent in order to meet some conditions and still retain other advanta eous features of my invention. Each of t ese cheek plates comprises an upright body 27 which is secured at suitable points throughout the length thereof to the inner side of the companion sill by means of rivets 28 and is provlded at its front end -with a rearwardly facing front abutment 29 which is adapted to engage4 with the front end of the companion yokestrap, and at its rear end with a forwardlyfacing rear abutment 30 which is adapted to engage with the rear end of the companion yoke-strap. In the normal or reaxed condition of the draft rigging the yoke-straps engage their rear ends with the rear abutments -of the cheek plates, while the front ends of the yoke straps are separated from the front abutment of the cheek plates byv intervening spaces, as shown in Fig. 1. Between its front and rear abutments each of the cheek plates is providedwith a front slot 31, a longitudinal interme- 'diate slot 32 and a longitudinal rear slot 33.

The front slot 31 is not usually employed in the most approved form of my draft rigging but is merely provided in each ofl the chee r plates for use 1n connecting a coupler having a slotted shank for the reception of a key 8 which also passes through the yoke-stra'ps, cheek plates and draft sills, if this should be desired by railroad oiicials or car builders reference for this construction.

cheek plates, the adjacent parts of the sills are also provided with coinciding longitudinal slots 34 for the reception of the key 8 which connects the shank of the coupler with the yoke-straps and slidingly supports the same on the cheek plates and car sills, but if the connection between the coupler and the yoke straps is effected without the use of a key 8 passingthrough a slot in the coupler shank, then the front slots 31l in the cheek plates and the companion slots in the car sills may be omitted, thereb avoiding weakening of the latter. The intermediate slot 32 of each cheek plateV opens downwardly by a mouth or passage 35 extending from the lower side of this slot to the lower edge of the respective cheek plate, which mouth or passage has its walls preferably converging upwardly and opening into the lower part of the intermediate slot, so as to leave comparatively short bottom portions or shoulders 36, 37 of'this slot at'opposite ends there'- of. The rear slot 33 of each cheek plate is similarly provided with a mouth or passage 38 extending from the lower side of this slot to the lower edge of this cheek plate,l the walls of this mouth converging upwardly `and preferably into the central part of the thereof, as shown in Fig. 5.,

`\sl ot or removed therefrom by passin ranged with their extremities within the central or'intermediate slots of the cheek Iplates and 1n the normal or relaxed condition of the draft rigging engage their front sides w1th the front ends of t e intermediate slots, and restmg on the front shoulders 36, as shown in Fig. 1.' The arms of the front follower are introduced into the intermediate the same vertically through the passages eading to the lower sides of the intermediate slots. The arms of the rear follower are arranged with their extremities in the rear slots 3,3 of the cheek plates and in the normal or relaxed position of the draft rigging bear with their rear sides a ainst the rear ends of the rear slots in the c eek plates, and also rest on the rear shoulders 40 thereof, as indicated in Fig. 1. These arms of the rear follower are introduced into the rear slots or removed therefrom by moving the same vertically through the passages communieating with the lower side of the rear slots in the cheek plates. Both followers with the springs slightly compressed between them while temporarily coupled or assembled by means of bolts 22 passing through the hollow bosses 20 may be simultaneously moved so that their -arms enter the intermediate and rear slots of the cheek plates by moving the guide arms of the followers upwardly into the intermediate and rear slots, and these parts may be in like manner simultaneously removed from the intermediate and rear slots of the cheek plates when it is desired to dismember the draft'rigging. While the follower arms are thus coupled with or uncoupled from the cheek plates the yoke straps are mounted on said arms. After the arms of the follower have been placed within the intermediate and rearslots of the cheek plate, the temporary tie bolts 22 are removed so as to permit the springs to expand and press the arms of the front follower normally against the front ends of the intermediate slots and the arms of the rear follower are normally engaged with the rear ends of the rear slots of the cheek plates.

so that the front and rear edges of this keyi are separated by intervening spaces from the front and rear ends .of the slots 31, 34, as shown in Fig. 1. l

When the car coupler is subjected to a bufhng action during which the same moves rearwardly or inwardly relatively to the car sills, the yoke straps are held at rest by engagement of their rear ends with the rear abutments of the cheek plates and the rear` follower' is also held at rest by engagement of the same and its guide arm with the rearl ends of the rear slots of the cheek plates and yoke straps and the abutments on the latter,

while the front follower moves rearwardlyarms of the front follower engage wit the rear endsl of the intermediate slots in the cheek plates and the coupler key 8-engages its rear edge with the rear ends of the front slots inthe yoke vstraps and the rear ends of the slots 31, 34 in the cheek plates and sills. This simultaneous engagement of the coupler keyl with the rearends of the slots 23, 31, 34 by the engagement of the front follower arms with the rear ends of the slots 32 and the engagement ofthe front block with the rear stop-block is secured by so constructing theparts thatl in the normalv or relaxed position of the draft rlggmg the distances between the stop blocks, between vthe arms of the front follower and the rear ends of the slots 31, and between the rear edge of the key 8 and the rear ends of thel slots 23,31, 34 is alike. By'this means the -frst'part of the shock durlng the buiing action of the coupler is taken up or cushioned by the springs until the stop blocks engage wlth each other, the front guide arms bear against the rear ends of the slots 32 of the cheek plates and the coupler key 8 bears against the rear'ends of the slots 34, 31 and 23 of the sills, cheek plates and yoke-straps after which the buiiing thrust is transmitted directly from the coupler to the sills through the medium of the intermediate connecting parts.` In the rearmost position of the front follower its arms rest on the rear shoulders 37 of the intermediate slots 32. It will be noted that during the final or last part of the buing action the strains are transmitted from the coupler to the sills partly by the key.8, cheek plates and yoke' straps, partly by the front follower and cheek plates, partly by the front and rear followers and 4cheek plates and partly by the front and rear followers, yoke straps and cheek plates, whereby' these buiing strains are distributed among the several members of the draft' rigging and over practically the entire length of the cheek plates which are attached to the sills, thereby materially increasing the strength of the draft rigging and enabling the same to withstand a much e54 greater buiing strain with safety.

During a pulling action of the coupler, the front follower remains at rest by reason of its uide-arms engaging with the front ends 0% the intermediate slots in the cheek e plates, while the yoke-straps are moved forwardly by the key 8 which connects the-` same with the coupler and the rear follower is moved forwardly by the yoke-straps. During the initial portion of this pulling action ofthe `coupler, the springs between the followers are compressed until the stop block of the rear follower engages with the corresponding block of the front follower, this engagement between these stop blocks occurring at the same time that the frontsides of the rear follower guide arms engage with the front ends of the rear cheek plate slots 33 also at the same time that. the front edge of the coupler key 8 engages with the front end of the slots 31, 34 in the cheek plates and sills and also at the same time that the front ends of the yoke straps engage with the front abtments of the cheek plates, this effect being obtained byso constructing the l parts that inthe normal or relaxed positionof the draft rigging the distances between the front ends of the yoke straps and the frontuabutments, between the front of the coupler key 8 and the front ends of the slots 31, 34, and between the front sidesof the rear follower guide arms and the front ends of lthe rearl slotsl 33 are the'same as the normal distance between the stop blocks of vthe followers.

As the result of this construction of the parts referred to, .the last portion of the pler are transmltted partly to the sills by direct engagement therewith of the coupler key 8, also partly by engagement of this key with the front ends of the slots 31 in the cheek plates, also partly by the coupler key 8, yoke-straps, front cheek plate abutments, partly by engagement of the front follower arms with the front ends of the intermediate slots 32 of the cheek plates Aand partly by engagement of the rear follower arms with the front ends of the rear slots 33 in the cheek platea-thereby distribulling strains of the cou-v ing actions of the coupler among the .diHerent elements of the draft rigging, undue wear orfelongation at opposite ends of the slots in the yoke-straps, cheek plates and sills is avoided and this permits of maintaining the draft riggingin its best working condition for agreater length of time before necessitating adjustment or repairs to coryias mediate and rear slots thereof bounded by'A means of inwardly projecting ribs. or flanges 41 and the anges of these several slots are connected with each other and with the front and rear abutments by means of longitudinal tension webs o r lates 42, 43, 44, 45 which are oifset'inwar y from the main part or body of the" cheek plates, as shown in Figs. 1 and 5. vBymeans of these ribsor ianges and tension plates or webs, the strains to which'the cheek plates are subjected arenot transmitted successively from the lrivets in one part of each cheek plate to those in another art of the same, but instead are carried irectly to the several rivets of each cheek plate, so that they all operate simultaneousl to resist the shock or strain to which t is plate vis. subjected, thereby increasingthe strength and durability-of the draft rigging. Inasmuch as the bufiing strains are usually heavier than the (pulling strains, additional means are provi ed for stiifening and strengthening` the rear parts 4 of the cheek plates and sustaining the rear abutments of the same against the shock to which they are subjected, and for this purpose each of the cheek plates is provided on its upper edge with a lon 'tudinal stifl'ening or strengthening rib or ange 46 which eX- tends from. the central part of this plate to the upper end. of the rear abutment and ad- `ually becomes wider from its front en toward its rear end, as shown by full lines in Fig. 5 and by dotted lines in Fig. 1. By this means the cheek plates are materially stifened so as to strengthen the same where most lneeded when subjected to shock.

It will be noted that the solid parts of the cheek plates between the intermediate and rear slots thereof form in effect intermediate stops to limit the rearward movement of the front follower during the buiing action of the car coupler and to limit the forward movement of the rear follower during the pulling action of the coupler, which double function of this part of the cheek plates materially simplifies the construction of the draft rigging.

Means are provided for causing the followers while in a normal or resting position to become interlocked with the plates so that either one or the other of the followers when at rest andreceiving. the thrust ofeither a buiiin or pullin action will operate to aid in. ho din the c eek plates and connected parts in t eir normal position and prevent lthe same from spreading. This is preferably accomplished by providing the front.

sides of the guide'arms of the front follower with offset or taperin portions or enlargements 47, the front si es of which are referably inclined So that the arms of the ront `follower flare or enlarge laterallyl outward andthe .front ends 48 of the intermediate slots of the cheek plates are correspondingly undercut so as to present inclined bearing faces which are adapted to be engaged by aoy the inclined faces of the front fo ower guide arms, as shown in Fig. 1. By this means, a hook-like engagement of the front follower with the 'cheek plates is effected in the foremost position of this follower which causes the latter to serve as a tie or connecting member between the cheek plates and ho the latter againt spreading while under strain. taperinfg portions 49 are formed on the rear sides o t e lrear guide arms of the rearfollower, these enlargements or offsets having inclined faces rwhich engage with correspondingly inclined faces 50 formed by undercutting the rear ends of the rear slots in the chee plates, whereby the rear follower while in its rearmost position forms a tie or connecting member between the rear parts of the cheek plates and prevents these portions from spreading while subjected to ufiin strains. v

Ad itional means are rovided for `connecting the rear ends of t e cheek plates so as t0 hold thesame a ainst spreading which means also are pre erably so constructed that they aid the followers and the coupler key in supporting the various movable parts of the draft rigging". In the preferred form of this rear connection between the cheek plates the same comprises a transverse tie ar. or plate 5l which is provided at its opposite ends with T-shaped enlargements or heads 52 each of which is adapted to engage with an undercut longitudinal seat,"groove or slot 53 preferably of T-shape form in cross section arranged on the rear end of one of the cheek lates and closed yat its front end by a shou der 54 while its rear end is open. Therespective heady 52 of the tie bar 51 is confined in the undercut groove 53 by means of a retaining or looking pin 55 passing vertically through correspondin openings in the adjacent part of the chee plate andpast the rear edge of the tie bar, so as to confine the latter in said undercut groove or seat. This tie bar can be readily applied to the cheek lates while assembling the parts of the dra t gear and can also be readily removed therefrom when itis desired to dismember the draft rigging. Each `Similar lateral enlargements orof the lockin pins 55 is preferably held place by bening the ends thereof, as shown in Fig. 2, so as to prevent accidental withdrawal thereof from the respective cheek plate'.`

The rear end of each yoke strap 1s provided with a longitudinal slot 56 which receives the adjacent front part of the rear tie fbar. Inthe normal or relaxed condition of the parts the yoke-straps are supported upon the rear tie bar 51 to such an extent that when the yoke-straps are drawn forwardly during the'pulling action of the coupler to their. fullest extent parts of the yoke-stra will still remain in engagement with th1s rear tie bar, thereby serving as a guide and a support for the rear end-s of the yoke straps at all times and aiding in supporting the straps, the followers and associated parts, so as to relieve the follower-arms and the slots of the cheek plates from undue wear.

When the coupler which is available is provided with a shank having no slot for -the reception of the key 8, means are provided whereby the same may be. connected with the yoke straps without the necessity of any riveting or similar operation for this purpose, which means also are preferably so constructed that they serve as ties or conmembersl between the front ends of nectin the yo e-straps above and below the shank of the coupler. The preferred means for coupling the shank and the yoke-straps is shown in'Figs. 1, 2, 4, 6, 7 and 8 and are constructed as follows:

57, 57 represent vupper and lower inlet grooves formed lengthwise on the inner side of each yoke-strap at a point above and below the coupler shank. Each of these inlet grooves opens forwardly at the front end of the.' respective yoke-strap while 1ts rear end is undercut and preferably beveled, as shown at 58. On the longitudinal side of each inlet groove next to the. coupler shank the same is provided with a vertically-exvenlargements 61, preferably of dove tail form, which are adapted to engage with 'the dove tail seats 59 on the adjacentparts of the yokestraps. These coupling bars are engaged' with these seats and the coupler shank by first slidin the ends of these cou.- pling bars rearwar ly through the mlet groove 57 of the yoke straps and then movmasa@ ing thesamevertically so ythat. they engage the'upper `'and-lower sides of the car coupler and theirl dove tail ends engage the companlon seats 59 of the 4yoke-straps and the rear edgesof the coupling bars engage with the respective Ashoulders 4, 5 of the car coupler.- The coupling vbars are then heldin th1s positlon by similar retaining or locking bars or plates 62 each of which also is provided at its opposite ends with dove tail enlargements 82. Each of these retaining bars is moved with its 'ends rearwardly in the inlet grooves 5.7 until the same is vertically in allnement w1th the companion coupling bar 60 and engages with the outer side of the same and the dove tail 4end of the respective lockmg bar 61 engages with the dove- ,tail rear end 'of the respective inlet groove. Each. of the retaining or f'lockin g bars 1s confined in its 'proper position withln its; inlet grooves Iby, meansof retaining v or locking pins 63 inserted through opemngs in the front arts ,of the yokestraps so as to stand .in ont of each retainingloar after which this retaining pin is -bent laterally atits innerend, as shown inl Fig. .2, "for the purpose of preventing the same fronnbecoming detached. When both pairs of coupling and retaining bars have.

been thus assembled'in connection with the yoke straps and the shank of the car coupler, the latter is reliably held in place on the yoke straps and capable of withstanding the severest pulling strains to which the draft rigging is liable to besubjected.

The parts heretofore described of themselves constitute suflicientmeans for guiding and supporting the movable parts of the vdana rigging, but if desired, addaionn means ma -be provided for Asupporting and guldmg t ese parts, such for instance, as

los

the pan-shaped hanger 64 engaging withthe lower parts of the followers and the outer sections of the lower spring and secured at its opposite ends to the lower edges of the side sills, and across bar 65 connected with the lower edges of the sills and engaging with the lower edges of the front parts of the yoke-straps, as shown in Figs. 2, 3 and 4. In this improved draft rigging the car coupler can be taken out and replaced by another without requiring the removal of the follower springs and associated parts, and it is also possible to remove the followers, springs and associated parts, without removin -the car coupler. f 'cl-'3y casting the spacing or stop blocks integrally with the followers the strength of the followers is materially increased so that they are not liable to buckle or bend when under maximum strains. These stop blocks furthermore limit the extent which the folmuseo which prevents distortionl as well as Aclimbingof the springs which otherwise would be liable to occur. ."Iclairnasmy 1. -A draft rigging, comprising two cheek' -plates provided with longitudinal slots h'av invention ing downwardly-opening passages which are lshorter than the slots so as to 'form upwardly facing seats at' the ends of said slots, and a follower arranged between said .plates and having laterally projecting arms which isf ywardly-facin'g rear abutment and a longitudinal flange'which increases in width are adapted to pass vertically through said 'passages and to move horizontally iny said] 2. A vdraft rigging, .comprising 'two cheek' 3. A draft rigging, vcomprising' lcheekl plates'each provided with longitudinal ide slots, abutments, holes arranged at di erent points in the lengthl of the plate and adapted to receive bolts for securing'the plate to a sill, ribs arranged around said slots andconnecting with said abutmentstand laterally offset webs vconnecting said ribs with each lother andwith said abutments, and suppor,

ap y

ingmembers guided Vin'said slots and a ed to engage with said abutments.

LA draft rigging, com rising. cheek plates each of which is provi ed at its front end with a rearwardly facing abutment and at its rear end with a forwardly facing abutment, yoke straps adapted to engage lengthwise at their front and rear endswith said front and rear abutments, and followers mounted on said straps.

- '5. A draft rigging, comprismg cheek plates each of which is rovided at its front end with a rearwardly acin abutment and 'at its rear end with'a forwar ly-facing abutment, yoke strapsadapted to en age lengthwise at the front and rear en s with said front and rear abutments, and followers mounted on said straps and guided on'said cheek plates. l.

6. A draft rig 'ng, comprising two followers, upper an lower coil springs interposed between the upper and lower parts of said followers, yoke-straps arranged lengthwise on opposite sides of the springs and each provided on its inner side with a longitudinal swell which projects inwardly between the adjacent opposing outer parts of the upper and lower springs and cheek plates on which said followers are guided.

7. A draft rigging, comprising two `cheek plates each of which is provided w1th` an abutment and with guide-slots, yoke-straps adap-ted to engage at their rear ends with said abutments and provided with guide slots, followers provided with arms engaging with the slots of said cheek plates and yokestraps, and provided with stop blocks on A their opposing sides which limit the movement of said followers toward each other, sprin interposed between said followers said ollowers u on reachin the limitl'of their longitudina movement in either direction being adapted to bear against each other and against said cheek plates, and at the same time said tyoke straps are adapted to bear againstjsai followers is adapted to bear against said abutments and a coupler connected with said straps and engaging with the front follower.

' 8. A draft riggm comprising two cheek plates each provid with a rear abutment and two guide slots, two yoke-straps each adapted to engage its rear end with the rear abutment of one of said cheek plates and having a longitudinal slot, front and rear followers'movable toward and from -each other and h aving arms andv stop blocks on their opposing sides the arms-of the rear follower proj ectingetlnough said slots of the yoke-stra s and t rearward pair of slots 1 in said o eek plates,.and the arms of the front follower projectin through said slots of the yoke-straps and t e forward pair of slots of said cheek plates, springs interposed between said followers.

9. A draft riggin plates eachprovide with a rear abutment and two guide slots, two yoke-straps each adapted to engage its rear end with the rear abutment of one of said cheek plates and having a longitudinal slot, front and rear followers movable toward and from each other and having arms and stop blocks on their opposing sides the arms of the rear follower projectin through said slots of the yoke-stra s and t e rearward pair of slots in said c eek plates, and the arms of the front follower projecting through said slots of the yoke-straps and the forward pair of slots of said cheek plates, springs interposed between said followers, said parts being constructed to cause the engagement of the rear ends of the yoke-straps with said rear abutlments, the engagement of the rear follower with the rear ends of the lslots in the yokestraps and the rear ends of the rearward slots in the cheek plates, the engagement of the stop blocks of the followers, and the engagement of the front follower with the rear en s of the forward slots in the cheek plates to be affected simultaneously, and a coupler connected with said straps and engaging with the front follower.'

10. A draft rig 'ng, comprising two cheek plates each provi ed with a front abutment and two guide slots, two yoke-straps each adapted to engage its front end with said front abutment and having a longitudinal slot, front andrear followers movable toward and from each other and having arms,

, comprising two cheek abutments and one of said and stop blocks on the opposing sides of the followers, the arms of the rear follower proj ecting through said slots of the yoke-straps and the rearward pair of slots in said cheek plates and the arms of the front follower projecting through the slots of the' yok e stra s and the forward pair of slots in said chee plates, springs interposed between said followers, and a coupler connected w1th said straps and engaging with the front follower.

11. A draft rigging, comprising two cheek plates each provided with a front abutment and two guidejslots, two yoke-straps each adapted to engage its front end with said front abutment and having a longi-d tudinal slot, front and rear followers movable toward and from each other and having arms, and stop block on the opposing sides of the followers, the arms of the rear follower projecting through said slots Vof the yoke straps and the rearward pair of slots in said cheek plates and the arms of the front follower projecting through the l slots of the yoke-straps and the forward pair of slots in said cheek plates, springs interposed 'between said followers, said parts bein constructed to cause the .engagement of t e front ends of the yoke straps with 4 said front abutments, the engagement of the rear follower with the front ends of said rearward slots in the cheek plates, the engagement of--the front follower with the front ends of the forward slots in the cheek plates, the engagement of the stop blocks of the followers, and the engagement of the rear ends of the slots in the yo e-straps with the rear follower to be effected simultaneously, and a coupler connected withsaid straps and engaging with the front follower.

12. A draft rigging, comprising two cheek plates each provided with front, intermediate and rear slots and front, and rear abutments, yoke-straps normally engaging their rear ends with said rear abutments and each provided with front and rear slots, a rear follower normall engaging its rear side with the rear en s ofthe rear slots in the cheek plates and yoke-straps, and rovided on'its front side with a stop bloc a rear follower normally engaging its front side with the front ends of the rear slots in the yoke-straps and the intermediate slots in said cheek plates, springs interposed between the followers, a coupler arranged between the yoke straps and bearing against the front side of the front follower, -a key extending through vsa-id coupler and normally engaging its front edge with the front ends of the front slots in said yoke-straps and normally arranged in the front slots of the cheek .plates midway between the front and rear ends thereof anda coupler connected with said straps and engaging with the front follower.

of the rear slots in the cheek plates and4 yoke-straps, and provided on its front side with a stop block, a front follower having arms movable through the passage-ways of the intermediate cheek plate slots and normally engaging their front sides with the front ends of the lrear slots in the yokestraps and the intermediate slots in said cheek plates, springs interposed between the followers, a coupler arranged between the yoke-straps and bearing against the front side of the. front follower, and a key extending through said coupler and normally en- 'gagmg 1ts front edge with 'the front ends of the front slots 'in said yoke-straps and normally arranged. in the front slots of the cheek plates midway between the front and rear ends thereof, the distance normalll between the stop blocks, between the ront side of the rear follower and the front ends of the rear slots in the cheek plates, between the rear sidev of the front follower and the rear ends of the intermediate slots in the cheek'plates, between the rear edge of the coupler key and the rear edges of the front .slots in the yoke-straps, and between the front and rear edges of the coupler key and the front and rear ends of the frontslots in the cheek plates being the same.

14.' A draft rigging, comprising two cheek plates each of which is provided at its rear end with a longitudinal undercut slot which is provided at its front end with a shoulder, a transverse tie bar provided at its opposite ends with heads engaging with said slots, and retaining pins arranged `on said cheek plates at the rear ends of said plates.

15. A draft rigging, comprislng two cheek plates, a transverse tie bar mounted at its opposite ends von said cheek plates, yokestraps guided at their rear ends on said tie bar, and followers mounted on said yokestraps.

16. A draft rigging, comprising two cheek plates, atransverse tie bar mounted at its groove and openin vertically into the same at the inner end t ereof, a main transverse coupling bar provided with dovetail ends engaging with the dove-tail sockets of said yoke-straps, a coupler having a shank provided with a forwardly-facing shoulder engaging with the rear edge of said coupling bar, an auxiliary transverse retaining bar engaging with said couplin bar and having dovetail ends engaging with the beveled inner ends of the longitudinal grooves in said yoke-straps, retaining pins mounted on the yoke-straps and projecting across the front parts of said grooves in said yoke-straps, cheek plates, followers mounted on' said straps and plates, and springs interposed between said followers.

18. A draft rigging, comprising two cheek plates provided with guide-ways and passages leading to said guide-ways, two followers arranged between said cheek plates and having arms arranged in said guideways and adapted to be moved through said passages, upper and lower springs arranged one above the other and between said followers, sai'd followers being narrower than the diameter of said springs, and yokestraps arranged between opposite sides of said springs and followers and the cheek plates and each strap having its inner side projecting into the space between the adjacent parts of the upper and lower springs.

Witness my hand this th day of August, 1914.

CLIFTON W. SHERMAN. Witnesses:

E. M. GRAHAM, ANNA HEIGIS. 

